Sulky.



No. 815,615. PATENTED MAR.:20, 1906.

H. J. MILLER.

SULKY. APPLICATION FILED APR. 13, 1905.

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PATENTED MAR. 20, 1906,-

'H. J. MILLER.

S ULKY. U grrmouron FILED APR. 18. 1905 5 EHEBTS-SHBET 2.-

No. 815,615. v PATENTED MAR. 20, 19064 I H. J; MILLER; I

' SULKY. APPLICATION IILED APR. 18.. I905.

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SULKY. APPLICATION FILED APE.18.'1905.

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'PATBNTED MAR, 20, 1906.

No. 815,615." I

Y H'. J, MILLER;

SULKY v APPLICATION FILED APR-18. 1905.

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STATES PATENT OFFICE HENRY J. MILLER, or ,GOSHEN, NEW YORK.

SULKY.

Patented. March 20, 1906.

, To all whom it may concern:

Be it known that I, HENRY J. MrrLnapa citizen of the United States,residing at Goshen, Orange county, and Stateof New York, have inventedcertain new and useful Improvements in Sulkies and Similar Vehicles,

of which the following is a specification sufii cient to enable othersskilled in the art to which the invention appertains to make and i usethe same. I

My invention relates to the class of lightweight vehicles, known assulkies, roadcarts, and the like, designed to be drawn by a single horseand to accommodate only one erson, the driver.

The objects are to attain a maximum degree of rigidity combined withlightness of structure; to afford a resilient mount or sup port for thedrivers seat which shall effecttr.

ally overcome the objections inherent and unavoidable where the seat isattached to a leaf-spring as heretofore; to render the seat moreaccessible; to attain the minimum of .vibration and wear, and to attainother practical advantages hereinafter named.

Distinguishing features of my invention consist in the manner of stayingand bracing the wheel-truss and in sustaining the seat on a plurality ofspiral springs which are supported laterally to preserve their almement.

- Hence the invention consists, essentially,

in the, construction and arrangement of parts hereinafter described andclaimed specifically, although not necessarily restricted to theidentical form of'parts shown, since modifications or mechanicalexpedients may be resorted to with like result and without departingfrom the spirit'and intent of my invention. For instance, the resilientspring-support for the seatof the vehicle may be mounted either upon the"wheel-truss or upon the thills, orupon both thills and wheel-truss, asmay be found most expedient, the seat being preferably sustainedcentrally upon a single transverse bar'secured to rear extensions of thethills and in close proximity to the wheeltruss for the sake ofsimplicity and convenience.

In the accompanying drawings, Figure 1 is a top view of a sulky providedwith my improvements, the shafts being broken away. Fig. 2 is a rearview .of the same; Fig. 3, a vertical section taken u on plane'of line 33, Fig. 1; Fig. 4, a vertica section taken upon plane of line 4 4, Fig.3, looking toward the rear of the vehicle. Fig. 5 is. a sectionalelevation,v upon an enlarged scale, taken upon plane of line 5 5,Fig. 1. Fig. 6 is a sectional elevation, upon an .enlarged scale, takenupon planeof line 6 6, Fig. 1. Fig. 7 is a similar view taken upon planeof line 7 7, Fig. 1.

Fig. 7 is a section upon plane of line 7 7*, Fig. 11. Fig. 8 is asectional elevation showing a modification of the lateral support forthe compressionsprings. Fig. 9 is a rear view-illustrating amodification in the arrangement of the seat-springs. Fig. 10 is anisometrical view showing the ends of the shafts and the seat-supports;Fig. 11, anisometrical view of the ends of the shafts and thewheel-truss, the seat-sup orts being omitted.- Fig. 12 is anisometricafiview showing a modification of the seat-support ada ted tothe requirements of a road-cart or ot er light two-wheeled vehicle. Fig,13 is a top view of such a vehicle; Fig. 14, arear view of the same;Fig. 15, a sectional elevation upon Iplane of line 15 15, Fig. 13; andFig. 16, an en arged detail. view of the end of the seatbar. Fig. 17 isa rear view of a modification in which the seat is supported directlyupon the wheel-truss. Fig. 18-is a vertical section taken upon plane ofline 18 18, Fig. 17.

The wheel truss T consists of the lower bridge -bar t, connecting ateither end'directly with'the axles of the wheels W W (or indirectlytherewith through the medium of the thills, as in the modificationillustrated in the fourfigures of the drawings, Sheet 4,)

and the upper bridge-bar t, also connected with the axles of thewheels-W and straddling the latter, as will be seen more particularlybyreference to Figs. 2 and 14, the form of connection with thewheel-axles not being material, as formingno part of the inventionl Thelower and -upper bridge -bars t t are united by stays s and by braces 12I), each rigidly secured to both bars I? t. The stays s consist ofcylindrical tubes 8, interposed between the opposed surfaces of thebridgebars 25 t and clamped thereto by bolts 8 thus spacing the saidbars with relation to each other and forming an integral structure,which is further stren thened and rendered rigid by the braces?)disposed longitudinally and obliquely between the bridge-bars, the wholeconstituting a wheel-truss of ,ex-

ceptional lightness, strength, and rigidity, in

bar it, extending over the wheels W and connecting directly with theaxles thereof, and the truss-braces b, interposed between the said upperand lower bridge-bars and rendering the straddling of the wheels by thetruss practicable. The bolts 8 pass through the tru ssbraces b; but thestay-bolt tubes do not,

a section of the tubing bearing against either side of the brace b wherethe stays 8 cross be tween the ends of the braces b, as shown in Fig. 7.This construction not only affords lightness with strength and rigidity,but it also insures the same degree of support on both sides of eachwheel, so that the alinement of the axles is preserved and the wheelsrun true and parallel to each other. In other words, there ispractically no spring or lack of su port in the outer ournals orbearings, whic are as rigid as the inner ones.

In the form of sulkyillustrated in the first two sheets of the drawingsthe thills or shafts a a are secured to the upper bridge-bar t of thetruss T, in which case the supports for the seat C are, by preference,mounted on said thills, which have rearward extensions a a/ beyond thesaid upper bridge-bar t.

A cross-bar a is attached rigidly to the shafts a a in front of thetruss T, blocks or washers 0, being interposed between its ends andtheunder sides of the shafts a a to afford the desired drop or depressionof said crossbar a below the thills and the top of the truss T. Thisconstruction is shown in detail in Fig. 5, by reference to which it willbe seen that the thills a, the blocks a and the cross-bar a are securedintegrally at each end ofthe cross-bar by a bolt 0; and nut a On thecross-bar a are mounted hollow studs or spring-guards d d, which affordlateral support to compressible springs 6, upon which the floating crossbar f rests. The springuards d are secured to the rigid crossbar a bybolts (1 and nuts (1 said bolts passing through the hollow studs, asshown in Fig. 5, and being reinforced in position by brackets or stays drigidly secured to the thills, as will be seen by reference to Fig. 1.Where the floating cross-bar f extends practically the whole distancebetween the thills a a, it may be reinforced underneath by means of atruss-brace f to stiffen it centrally, although this will not benecessary in the modification shown in Fig. 9, in which the supporting-springs g are arranged in proximity to the seat C. p In this modifiedarrangement (shown in Fig. 9) in order to support the rear springs g gin like manner in proximity to the seat C it is necessary to employanother rigid cross-bar a, which is secured to and between the rearextensions a a of the shafts a a, said rear cross-bar carrying thespring-guards 7t h, secured to it by bolts h and nuts fig, and thecompressionsprings g g, coiling aroundsaid guards h h and supporting thefloating cross-bar 2', to

which the seat is attached in the same manner as set forth in connectionwith the forward floating cross -bar f, as illustrated in Fig. 5. In.the arrangement shown in Figs. 1, 2, 3, and 4, however, thespring-guards 7L are secured directly to the rear extensions a aof thethills by the bolts h and nuts h", each spring-guard it being reinforcedby a brace h connected with its bolts at one end and rigidly secured tothe rear extension of the thill at the other. In this case, as in thatof the modification shown in Fig. 9, the rear floating cross-bar i restsupon and is supported by the compressible springs g g in the same mannerthat the forward floating cross-bar f rests upon and is supported by thecompressible springs e c. The cross-bar in this arrangement on accountof its length is also preferably reinforced by a truss brace i like thatof the forward floating cross-bar f and for a similar reason.

In both the arrangements above-described it will be seen that the seat Cis screwed, Fig. 1, or otherwise secured to and between the two floatingcross-bars f and 'i, which are supported only upon the compressiblesprin s e and 9. They, the said cross-bars fand 71, however, as well asthe springs e and g, are sustained against lateral or horizontalmovement in any direction by the guards or uprights d and 72 so that theseat can move only vertically, or substantially so, or parallel to, andtoward and from the cross-bar a or said cross-bar and the rear cross-bar(L as the case may be.

In the modification illustrated in Figs. 12 to 16 of the drawings, whichit will be remembered illustrate the embodiment of the essentialfeatures of my invention in a roadcart or similar light-weight Vehicle,the seat C is secured to a single floating cross-bar 71 resting uponcompressible springs g. g supported upon lugs 15 t formed integral withthe lower bridge-bar t of the wheel-truss T, to which lugs 25 the springguards or standards j are secured by bolts 3" and nuts j as hereinbeforedescribed in connection with the compressible supportingsprings e and7b. The upper ends of the bolts y" are reinforced by braces ii 15rigidly secured to the upper bridge-bar t of the truss T, and the lugs tmay be reinforced by braces 7c 7r, also secured to the upper bridge-bart, as will be understood by reference to Figs. 13 and 14. When the seatis thus supported upon a single floating cross-bar i as shown in Fi s.12 to 16 of the drawings referred to, I pre er to connect it with thetrace-bar L, which is secured rigidly between the shafts a a in theusual manner by one or more rods 1 Z, secured rigidly to the seat andpivotally to the said trace-bar L, as is customary in road-wagons, withthe exception that in the present case the connection with the trace-barLadmits of slight lateral movementas shown, for instance, in Fig. 16-tocompensate for the rec-.

- supported upon a rigid cross-bar a, secured to the rear extensions aof the thills in proximity to-the wheel-truss T. The seat is connectedwith the trace-bar L by rods Z Z, secured rigidly to the seat andpivotally to said trace-bar, as in the case of the form of cart shown inFigs. 13 to 16, inclusive. The

' seat is positively coupled to the floating bar i by links Z Z whichadmit of slight lay or articulation sufficient to compensate or andadmit of the free movement of the seat within prescribed limits.

compressible coiled springs as reinforced and sustained laterally byinternal guards or standards (as d, h, and j) and this is presum- I ablythe simplest and cheapest method of attaining the result desired,although other means may be employed, as by substituting for theinternal guide or standard an external casing 71;, as illustrated in Fi8, the floating cross-bar for the support 0 the seat being formed with aplunger n, which enters the casing and rests upon the compressible Ispring, so as to afford an available degree of motion or play betweenthe parts. It will thus be seen that in this connection the inventionobviously contemplates and includes means for simultaneously affordinglateral support for the compressible containingsprings and controllingand insuring the rectilineal movement of the seat, so that I do notrestrict myself in this respect.

Heretofore, .so far as I am aware, where s ring-seats have been used atall on this 0 ass of vehicles they have been supported on long flatleaf-s rings suspended upon and between the thil s by link connectlons,which are objectionable in that they are comparatively loose, rattle,and subject the parts, particularly the overlapping ends of theleafsprings, to undue and dangerous wear and strain. Furthermore, theyielding and recovery of the long flat spring is too slow and too reat adegree of motlon is involved, whic motion is imparted to the frameworkwith objectlonable results, such as throwing the unseating of the rider,&c. Again, the

long transverse flat metal spring as a seatsupport in this class ofvehicle, in which speed is the main object to be attained, is .dangerousin that it is liable to break at a critical time or to be bent out ofshape,if not broken. In fact, the practical objections to the mountingof the seat u on a long trans verse flat spring are so wel known andobvious that sulkies and other light high-speed vehicles are never soconstructed at the present day. I obviate all these and other objectionsby my method of resting the seat upon a resilient cushion consisting,essentially, of a plurality of compressible coiled springs which are suported and sustained laterally, all motion belng taken up and neutralizedby the springs without transmission to the frame. I thus not only avoidexcessive motion, vibration, and wear and attain a smooth running andriding vehicle, but also insure absolute safetybothfor horse and rider.The breaking or failure of the springs is practically im ossible, andeven presuming that a spring s ould break or give out for any reason theseat would still be safely held and sustained in position. While I thusprovide for the desired elasticity and resilience within "safe limitsand neutralize the jar-and strain of use, I also attain a lightsubstantial structure by .means of my rigid wheel-truss, which alsoinsures the accurate axial alinement of the wheels and their perfectparallelism in use. The ri id Wheel-truss also enables me to lace therace-bar farther forward, since it 1s not needed for strength near theaxial line, by which means I render the seat more convenient andaccessible. For a like reason I can arrange my seat with long reach ofshafts low down behind the horse, and thereby avoid wind resistance.

What I claim as my invention, and desire secure by Letters Patent, is

to I 1'. In a vehicle of the character described,-

the combination with the wheels and shafts,

of a wheel-truss interposed between said wheels and shafts and formed ofa lower bridge-bar and an upper bridge-bar united I by stays and braces,upon and between the lower end of which bridge-bars the wheelssupporting a seat, said floating bridge-bar being disconnected from theshafts and en-* tirely spring-supported. 1

'2. In a vehicle of the character designated, the combination withthewheels and shafts, of a wheel-truss interposed between said wheels andshafts, and formed of a lower and an upper bridge-bar united by staysand braces, the ends of" the upper bridge-bar beingformed to extend overthe wheels to form outer bearings therefor, and a floating crossbar forsupporting a seat for the purpose described said floating cross-barbeing disconthe horse out ofgait, and may even result in are journaled,and a floating cross-bar for I &

nected from the shafts and entirely springsupported.

3. In a vehicle of the character designated, a wheel-truss, wheelsjournaled directly in the ends thereof, a floating cross-bar forsupporting a seat and shafts attached to the said wheel-truss for thepurpose described said floating cross-bar being disconnected from theshafts and entirely spring-supported.

4. In a vehicle of the character designated, a wheel-truss the ends ofwhich straddle wheels j ournaled therein, said wheels a floatingcross-bar for supporting a seat, and shafts attached to saidwheel-truss, for the purpose described said floating cross-bar beingdisconnected from the shafts and entirely springsupported.

5. In a vehicle of the character designated, a wheel-truss formed of anupper and a lower bridge-bar united by stays and braces a float ingcross-bar for supporting a seat, wheels journaled upon and between theadjoining ends of said bridge-bars, and shafts attached to said trussfor the purpose described said floating cross-bar being disconnectedfrom the shafts and entirely spring-supported.

6. In a vehicle of the character designated, a wheel-truss formed of anupper bridge-bar and a lower bridge-bar united by transverse stays anddiagonal braces floating cross-bar for supporting a seat, wheels.journaled between the ends of said bridge-bars, and shafts connected with thesaid wheel truss for the purpose described said floating cross-bar beingdisconnected from the shafts and entirely spring-supported.

7. In a vehicle of the character designated, a seat-resting upon aplurality of compressible coil springs mounted upon stationary parts ofthe frame and means for preserving the alinement of said springs and afloating cross-bar supported on said springs for the purpose described.

8. In a vehicle of the character designated, a seat resting upon aplurality of compressible coil springs mounted upon stationary parts ofthe frame and means for supporting said springs laterally and a floatingcross-bar supported on said springs for the purpose described.

9. In a vehicle of the character designated,

, a seat a floating trussed cross-bar supporting a seat and resting upona plurality of compressible coiled springs, said springs, andcentralizing and supporting guides attached to stationary parts of thevehicle and extending through the said springs and through the saidcross-bar for the purpose described.

' 10. In avehicle of the character designated, a seat secured to across-bar resting upon two compressible coiled springs, mounted uponstationary parts of the framework, said springs, and a truss-bracesecured to the un der side of said cross-bar between the said springs,for the purpose described.

11.-In avehicle of the characterdesignated, a seat secured to twotrussed cross-bars resting upon compressible coiled springs in differentplanes mounted upon stationary parts of the frame, and means forsustaining said springs and said cross-bars against lateral displacementfor the purpose described.

12. In avehicle of the characterdesignated, the combination of awheel-truss between the ends of which the wheels are ournaled, saidwheels, shafts attached to said wheel-truss a seat, a plurality ofcompressible coil-springs mounted upon the said shafts, and means forsustaining the said springs laterally in position for the purpose setforth.

13. In a vehicle of the character designated, the combination of awheel-truss between the ends of which the wheels are j ournaled, saidwheels, shafts attached to said wheel-truss a seat, a plurality ofcompressible coiled springs mounted upon cross-bars rigidly secured tosaid shafts, and means upon said cross-bars for sustaining the saidsprings laterally in position for the purpose described.

1 1. In avehicle of the characterdesignated, the combination of awheel-truss to the ends of which the wheels are journaled, said wheels,shafts attached to said wheel-tru ss and formed with extensions beyondthe rear of said truss, a cross-bar rigidly secured to said shafts, twocompressible coiled springs on said cross-bar, a compressiblecoil-spring on each rear extension of the shafts, and a seat supportedby said springs for the purpose described.

15. In avehicle of the character designated, the combination of awheel-truss to the ends of which the wheels are j ournaled, said wheels,shafts attached to said wheel-truss and formed with extensions beyondthe rear of said truss a cross-bar rigidly secured to said shafts, twocompressible coiled springs on said cross-bar, a compressiblecoil-spring on each rear extension of the shafts, means for preventinglateral displacement of each and all of said four springs, and a seatsupported by said springs for the purpose described.

16. In avehicle of the character designated, the combination of awheel-truss to the ends of which thewheels are ournaled, said wheels,shafts attached to the said wheel-truss and formed with extensionsbeyond the rear of said truss, compressible coiled springs in front ofthe said wheel-truss, compressible coiled springs supported upon theshafts at the rear of said wheeltruss, and a seat supported by saidsprings for the purpose described.

17. In avehicle of the characterdesignated, the combination of awheel-truss to the ends of which the wheels are j ournaled said wheels,shafts attached to the said wheel-truss and formed with extensionsbeyond the rear of said truss, compressible coiled springs in front ofthe said wheel-truss, compressible coiled springs supported upon theshafts at the rear of said wheel-truss, means for preventing the foursprings and a seat supported by said springs for the pur ose described.

18. In a vehicle 0 v the character designated, the combination of awheel-truss to the ends of which the wheels are j ournaled, said wheelsI shafts attached to said wheel-truss, a plurality of compressiblecoiled springs supported by said shafts floating trussed cross-bars, anda seat supported on said springs for the purpose described.

19. In avehicle of the character designated, the combination of awheel-truss to the ends of which the wheels are journaled said wheels,shafts attached to saidwheel-truss, a plurality of compressible coiledsprings supported by said shafts, means for sustaining said posedescribed.

20. In avehicle of the character designated, a wheel-truss, trussedfloating cross-bars, and a seat resting upon a plurality of compressiblecoil-springs mounted upon stationary parts of the frame and upon whichsaid crossars rest forthe purpose described.

. HENRY J. MILLER.

Witnesses:

D.-W. GARDNER, GEO. WM. MIATr.

springs against lateral displacement and a I seat supported on saidsprings for the pur-

